Engine controller

ABSTRACT

An engine controller controls an actuator for selectively executing spark-ignited combustion and compression-ignited combustion of an internal combustion engine in accordance with an engine operational state. The controller is comprises of a deterioration recognition section for recognizing a deterioration state of the engine or the actuator during the spark-ignited combustion. The engine controller is configured to change at least one of a switching condition between the spark-ignited combustion and compression-ignited combustion and an operational condition for the compression-ignited combustion, during the spark-ignited combustion, in accordance with the deterioration state of the engine or the actuator recognized by the deterioration recognition section.

CLAIM OF PRIORITY

The present application claims priority from Japanese application serialno. 2006-070141, filed on Mar. 15, 2006, the contents of which arehereby incorporated by references into this application.

BACKGROUND OF THE INVENTION

The present invention relates to a controller for an internal combustionengine executing spark-ignited combustion and pre-mixedcompression-ignited combustion. More specifically, the invention relatesto a technical matter intended for stabilization of compression-ignitedcombustion even when an engine or an actuator becomes a deteriorationcondition.

In an internal combustion engine which basically performs spark-ignitedcombustion, a method in which a part of the engine operation area adoptscompression-ignited combustion system instead of spark-ignitedcombustion system is known. This method makes it possible to reduce NOxemissions and highly efficiently operate the engine. It is expected tooptimally control the compression-ignited combustion so as to provide astable compression-ignited combustion operation over a wide operationrange.

According to the description of JP-A No. 82229/2001 or JP-A No.108218/2003, it is effective for the compression-ignited combustion tocontrol the combustion by means of a mass of internal EGR (fuelinjection during a negative valve overlap period) using a variable valvemechanism for an inlet valve and outlet valve of an engine cylinder orby means of a multiple injection.

In the compression-ignited combustion, there is no physical ignitionequipment such as spark plug and the piston compression allows apre-mixed mixture to self-ignite. The control over ignition timing orthe like requires accurate fuel injection control or valve timingcontrol. When an actuator for the fuel injection system or the variablevalve becomes deteriorated, the compression-ignited combustion issubject to large variations between cylinders or cycles. The stablecompression-ignited combustion becomes unavailable.

There is a need for a solution of implementing the stablecompression-ignited combustion even when the actuators becomedeteriorated. According to the technology described in JP-A No.108218/2004, for example, in order to improve the compression-ignitedcombustion, the negative valve overlap period or the fuel injectionquantity during the negative valve overlap period is changed inaccordance with a peak value or a peak timing of a cylinder pressure inthe compression-ignited combustion. In this manner, the pressure peakvalue or the pressure peak timing can be controlled to an appropriatevalue even when the actuator for the engine or the fuel injection systembecomes deterirated.

The technology described in the patent document performs combustioncontrol by using combustion control means such as the variable valvemechanism and the fuel injection quantity based on a combustion staterecognized during the compression-ignited combustion. However, when thedeterioration of the engine or its actuators become in remarkableadvanced stage, such combustion control can be not enough good any moreto the deterioration, as a result, temporary knocking or misfire mayoccur before or during the compression ignition control.

On the other hand, when the multiple injection controls stabilization ofthe compression-ignited combustion, the applicants experimentallyconfirmed that a low load area and a high load area must use one-timefuel injection equivalent to approximately a Minimunm Reliable fuelinjection quantity (the minimum fuel injection quantity ensuring stableinjection for the fuel injection system) of the fuel injection system.Even when normal injection pulse width correction is performed for adeteriorated fuel injection system, these operation areas may not beable to use a specified fuel injection quantity according to the minimumreliable injected quantity. The above-mentioned patent documents give noconsideration to these problems and make no mention of a technique ofdetecting the fuel injection system deterioration or a specifictechnique of controlling the deterioration detection (recognition).

SUMMARY OF THE INVENTION

The present invention has been made in consideration of the foregoing.It is therefore an object of the present invention to realize stablecompression-ignited combustion in as wide an operation range as possibledespite deterioration of an actuator for an internal combustion engineor a fuel injection system or despite characteristic deterioration suchas temporary deterioration due to deposit adhesion.

In order to solve the above-mentioned problem, an engine controlleraccording to the invention basically has the following subject matter.The engine controller is to control an actuator for selectivelyexecuting compression-ignited combustion and spark-ignited combustion ofan internal combustion engine in accordance with conditions of theengine. The controller is provided with a deterioration recognitionsection for recognizing a deterioration state of the engine or theactuator during the spark-ignited combustion. The engine controllerfurther configured to change at least one of a switching conditionbetween the spark-ignited combustion and compression-ignited combustionand the operational condition for the compression-ignited combustion,during the spark-ignited combustion, in accordance with thedeterioration state of the engine or the actuator recognized by thedeterioration recognition section.

According to such an arrangement, the engine controller can recognizethe deterioration state of the engine or the actuator mounted to theengine during spark-ignited combustion. The controller can change thecondition for switching to the compression-ignited combustion or theoperational condition for the compression-ignited combustion duringspark-ignited combustion in advance. Even when the engine or theactuator becomes deteriorated, the controller can ensure an optimalcompression ignition range corresponding to the deterioration state orswitch to an optimal compression ignition condition before thecompression-ignited combustion is done. It is possible to realize stablecompression-ignited combustion without knocking or misfire and avariation between cycles. The actuator deterioration includes not onlychronological deterioration, but also a temporary variation(deterioration) such as deposit adhesion to the injector.

An example of a secondary matter associated with the above-mentionedsubject matter is as follows. The actuator is at least one of: a fuelinjection device such as a fuel injection valve for directly orindirectly injecting fuel into a combustion chamber; a variable valvemechanism for changing at least one of an inlet valve timing, an outletvalve timing, and a valve lift amount for an engine cylinder; a throttlevalve for controlling an intake air flow rate; a swirl control valve forcontrolling an intake air flow; and a tumble control valve. Thedeterioration recognition section uses a signal from at least one of anair-fuel ratio sensor, an O₂ sensor, a cylinder pressure sensor, an ioncurrent sensor, an engine speed sensor, a vibration sensor, and an airflow sensor.

The variable valve mechanism can change or control at least a mass ofinternal EGR or an effective compression ratio by controlling timings ofthe inlet valve or the outlet valve or valve lift amounts thereof.

According to such an arrangement, the engine controller can individuallyor concurrently recognize deterioration states of the fuel injectiondevice, the variable valve mechanism, the throttle valve, the swirlcontrol valve, and the tumble control valve as actuators that directlyaffect air-fuel mixture states (for example, a fuel injection quantity,an intake air flow rate, a mass of internal EGR, and a combustionchamber's inside flow) in the combustion chamber. It is possible toaccurately recognize a change of in-combustion chamber air-fuel mixturestate that greatly affects the compression-ignited combustion.Accordingly optimal control as to the compression-ignited combustion andthe spark-ignited combustion can be provided in accordance with thechange in the air-fuel mixture state.

An example of the other secondary matter associated with theabove-mentioned subject matter is as follows. The deteriorationrecognition section is configured to recognize (detect) thedeterioration state of the engine or the actuator mounted to the enginewhen the engine is idling.

According to such an arrangement, the engine controller can reliablyrecognize deterioration states of the engine or the actuator throughidling because the idling is done almost without exception every drivingthe engine.

An example of the other secondary matter associated with theabove-mentioned subject matter is as follows. The operational conditionfor the compression-ignited combustion is changed by at least one of afuel injection condition, a variable valve mechanism condition, anintake throttle condition, a swirl control valve condition, and a tumblecontrol valve condition.

According such an arrangement, the engine controller can appropriatelycontrol an air-fuel mixture in the combustion chamber even when theengine or the actuator deteriorates. As a result, a stable compressionignition operation is available.

An example of the other secondary matter associated with theabove-mentioned subject matter is as follows. The operational conditionfor the compression-ignited combustion is a minimum reliable fuelinjection quantity for the injection valve; and the engine controller isfurther configured to correct the minimum reliable fuel injectionquantity in accordance with a deterioration state of the fuel injectionvalve and to inhibit said compression-ignited combustion in a part of acompression ignition range: the part where a fuel injection quantitybecomes smaller than the corrected minimum reliable fuel injectionquantity.

According to such an arrangement, the engine controller can determine acompression ignition range based on a deterioration state of the fuelinjection device, especially on a minimum reliable injection quantity ofthe fuel injection device under a deterioration condition. Thecompression-ignited combustion is inhibited only in compression ignitionpartial range determined to be incapable of a stable fuel injection. Asa result, the compression-ignited combustion can be performed in as widean operation area as possible even when the fuel injection devicebecomes deteriorated.

In further another aspect of the engine controller according to theinvention, an actuator to be recognized whether deterioration occurs isa fuel injection valve, and the engine controller is further configuredto correct the minimum reliable fuel injection quantity in accordancewith a deterioration state of the fuel injection valve. In addition, theengine controller changes a fuel injection quantity executed during thecompression-ignited combustion in a part of a compression ignition rangewhen the fuel injection quantity becomes smaller than the correctedminimum reliable fuel injection quantity in the part of the compressionignition range.

According to such an arrangement, the engine controller can change thefuel injection quantity for the compression-ignited combustion inaccordance with the deterioration state of the fuel injection valve,especially on the minimum reliable injection quantity of the fuelinjection valve under the deterioration condition. A stable fuelinjection can be realized when the fuel injection device becomesdeteriorated. As a result, the compression ignition combustion can bestably performed without reducing the compression ignition range.

In further another aspect of the engine controller according to theinvention, fuel injection valve is a direct injection type which injectsfuel into an engine cylinder directly and that is controlled so as toinject fuel at least once during a negative valve overlap where both ofan inlet valve and outlet valve of said engine cylinder are closedtogether for executing internal EGR in a combustion chamber of theengine cylinder. Wherein, when the fuel injection quantity during thenegative valve overlap is increased or decreased by controlling the fuelinjection quantity, the engine controller decreases or increases a massof internal EGR or an effective compression ratio by controlling avariable valve mechanism for the inlet valve and outlet valve of theengine cylinder.

According to such an arrangement, the engine controller can change notonly the injection quantity for the compression-ignited combustion, butalso the valve timing or the valve lift quantity based on thedeterioration state of the fuel injection device, especially on theminimum reliable injection quantity of the fuel injection valve underits deterioration condition. The valve timing or the valve lift quantitycan be used to correct a change in the compression-ignited combustionstate due to a change in the injection quantity. Even when the fuelinjection device deteriorates, the compression-ignited combustion can beperformed highly efficiently and stably without reducing a compressionignition range or minimizing the reduction. If the fuel injectionquantity is increased by controlling the fuel injection quantity duringthe negative valve overlap, the fuel radicalization may be stimulated toexcessively increase the ignitability of the air-fuel mixture. To solvethis problem, the variable valve mechanism for the inlet valve andoutlet valve is controlled to decrease the mass of internal EGR.Alternatively, an effective compression ratio is decreased to decreasethe temperature in the combustion chamber. In this manner, the ignitiontiming is optimized. On the other hand, if the fuel injection quantityis decreased by controlling the fuel injection quantity during thenegative valve overlap, the fuel radicalization may become inactive todegrade the ignitability of the air-fuel mixture. To solve this problem,the variable valve mechanism is controlled to increase the mass ofinternal EGR. Alternatively, an effective compression ratio is increasedto increase the temperature in the combustion chamber. In this manner,the ignitability of the air-fuel mixture is improved.

In further another aspect of the engine controller according to theinvention, the deterioration recognition section is provided for eachcylinder. A minimum reliable injected quantity of the fuel injectiondevice is corrected for each cylinder. The injection quantity iscontrolled for each cylinder.

According to such an arrangement, the engine controller can change theinjection quantity for each cylinder during the compression-ignitedcombustion based on a deterioration state of the fuel injection valvefor each cylinder, especially on a minimum reliable injected quantityfrom the fuel injection device under a deteriorated condition. It ispossible to improve combustion variations between cylinders.

In further another aspect of the engine controller according to theinvention, when the aforementioned switching condition or theoperational condition is changed in accordance with the recognizeddeterioration state, a switching operation for the compression-ignitedcombustion is disabled for all engine operation area until suchcondition-changing is completed.

According to such an arrangement, the engine controller inhibits thecompression-ignited combustion until recognizing the deterioration stateand subsequently determining the compression ignition range or changingthe operational condition for the compression-ignited combustion.Thereby it is possible to prevent knocking or misfire during thecompression-ignited combustion and realize a stable compression ignitionoperation.

In further another aspect of the engine controller according to theinvention, a system for the fuel injection valve includes acharacteristic storing section for pre-storing an individual injectioncharacteristic by itself; and the aforementioned deteriorationrecognition section uses individual injection characteristic informationstored in the characteristic storing section as a reference value forthe deterioration recognition.

To be more specific, the fuel injection device itself includes acharacteristic storing section for prestoring an individual injectioncharacteristic. The deterioration recognition section further usesindividual injection characteristic information stored in thecharacteristic storing means.

According to such an arrangement, the engine controller can allow thefuel injection device to store injection characteristics of individualnew products, for example. It is possible to more accurately detect adeterioration state in consideration for manufacturing variations orindividual variations in the fuel injection device.

As has been discussed, the engine controller according to the inventionrecognizes the deterioration state of the engine or the actuator such asa fuel injection device during spark-ignited combustion. Based on thedeterioration state, the controller determines a compression ignitionrange. Alternatively, the controller changes a fuel injection quantitybased on the deterioration state and corrects a combustion state changedue to that change by controlling a valve timing or the like. In thismanner, the controller can realize a stable compression ignitionoperation even when the engine or the actuator such as the fuelinjection device degrades.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an engine system construction diagram showing an enginecontroller according to a first embodiment of the invention;

FIG. 2 exemplifies lift curve characteristics of variable inlet andoutlet valves for the engine controller in FIG. 1;

FIG. 3 exemplifies a fuel injection control technique for the enginecontroller in FIG. 1, in which FIG. 3A shows relation ship between anopening-closing operation of the variable inlet valve and outlet valvein each cylinder and plural fuel injection timings (multiple injectiontimes), and FIG. 3B shows relationship between the first fuel injectionquantity and the compression ignition timing;

FIG. 4 exemplifies injection characteristics when an injector for theengine controller in FIG. 1 degrades;

FIG. 5 is a control flowchart for the engine controller in FIG. 1;

FIG. 6 shows compression-ignited combustion range when a small degree ofdeterioration is detected in the injector for the engine controller inFIG. 1;

FIG. 7 shows compression-ignited combustion range when a large degree ofdeterioration is detected in the injector for the engine controller inFIG. 1;

FIG. 8 is an engine system construction diagram showing an enginecontroller according to a second embodiment of the invention;

FIG. 9 is a control flowchart for the engine controller in FIG. 8;

FIG. 10 shows compression-ignited combustion states of a high load areawhen deterioration is detected in the injector of the engine controllerin FIG. 8 and fuel injection control and variable valve control areprovided, in which FIG. 10A shows a combustion state for a new injector,FIG. 10B shows a combustion state for a degraded injector, FIG. 10Cshows a case of changing only a fuel injection quantity in the state ofFIG. 10B, and FIG. 10D shows a case where the fuel injection quantityand the valve timing are changed in the state of FIG. 10B in accordancewith the flowchart in FIG. 9 to resolve unstable combustion in FIG. 10Band a knocking phenomenon in FIG. 10C; and

FIG. 11 shows compression-ignited combustion states of a low load areawhen deterioration is detected in the injector of the engine controllerin FIG. 8 and fuel injection control and variable valve control areprovided, in which FIG. 11A shows a combustion state for a new injector,FIG. 11B shows a combustion state for a degraded injector, FIG. 11Cshows a case of changing only a fuel injection quantity in the state ofFIG. 11B, and FIG. 11D shows a case where the fuel injection quantityand the valve timing are changed in the state of FIG. 11B in accordancewith the flowchart in FIG. 9 to resolve unstable combustion in FIG. 11Band inefficient combustion in FIG. 11C.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Embodiments of a control apparatus for an internal combustion engineaccording to the invention will be described in further detail withreference to the accompanying drawings.

FIG. 1 shows a system of the engine controller to a first embodiment ofthe present invention. The internal combustion engine 13 is amulti-cylinder type engine. The multi-cylinder engine 13 is capable ofexecuting combustion in two modes, i.e., spark-ignited combustion usinga spark ignitor and compression-ignited combustion allowing an air-fuelmixture to self-ignite by means of piston compression. Themulti-cylinder engine 13 is capable of a highly efficient operation inthe compression-ignited combustion mode up to half a full load in termsof an engine torque or in an engine operation area of approximately 1000to 3000 revolutions in terms of an engine speed. In the multi-cylinderengine 13, the spark-ignited combustion is usually executed in engineoperation load areas including an idling state other than theabove-mentioned engine operation load area.

A pressure sensor 6 is provided at a cylinder block or a cylinder headof each cylinder of the multi-cylinder engine 13. In the engine system,an air-fuel ratio sensor 12 for sensing an air-fuel ratio in an exhaustpipe, an air flow sensor 7 for sensing an air flow rate in an air intakepassage, a throttle device 8 for controlling an air flow rate to be fedinto the engine, an intake port 9 for the engine, a fuel injection valve(hereafter referred to as an injector) 10 for each cylinder of theengine, and a engine speed sensor 14 are provided. Basically, theinjector 10 is a direct injection type injector capable of directlyinjecting fuel into a combustion chamber 11 for each cylinder. Thethrottle device 8 is preferably comprised of an electronicallycontrolled type throttle device in which a throttle valve is actuated byan electric actuator such a motor. The engine 13 is also provided withvariable valve mechanisms 15 a and 15 b for inlet valves (not shown) onthe intake side and outlet valves (not shown) on the exhaust side of themulti-cylinders. An engine control unit (hereafter it's called as an ECUfor short) 1 as a controller 1 takes in various information to recognizeengine operating states and a user's intention, such as a vehicle speedVs, a brake signal Sb, an accelerator opening α, and a transmission gearratio (gear position) Mp. The ECU 1 also takes into various otherinformation representing engine operation states as a air-fuel ratioA/F, an intake air flow rate Qa, an engine intake air temperature Tin,an engine exhaust gas temperature Tex, an engine cooling watertemperature Tw, a cylinder pressure Pi, an engine speed Ne, and anthrottle opening θtp. The ECU (controller) 1 recognizes the engineoperational conditions and decides control states of the engine 1. TheECU 1 also is provided with at least a section 2 for recognizingdeterioration of each injector (hereafter the section 2 is also calledas an injector deterioration recognition section or deteriorationrecognition section) and a section 3 for determining acompression-ignited operation range for each cylinder of the engine(hereafter the section 3 is also called as a compression ignition rangedetermining section or condition determining section).

The injector deterioration recognition section 2 recognizes an injectordeterioration state of the engine for each cylinder based on air-fuelratio A/F, intake air flow rate Qa, and engine speed Ne etc. Theresulting recognition is output to the compression-ignited rangedetermining section 3.

In the ECU 1, the sections 2 and 3 perform various calculations based onoutput values from the above-mentioned sensors. In accordance with thecalculation results, the ECU 1 realizes a preferable compression-ignitedoperation (combustion) range when the injector is in deterioratedcondition. The injector 10 injects a specified amount of fuel inaccordance with a target engine torque calculated based on the throttlevalve opening signal θtp and accelerator opening signal α. The variablevalve mechanisms 15 a and 15 b are capable of changing timings and valvelift amounts of each inlet valve on the intake side and each outletvalve on the exhaust side, respectively, by means of a hydraulicpressure or motor current control in accordance with operationalconditions of the engine, so that optimum controlled mounts of the valvetimings and valve lifts are obtained.

FIG. 2 exemplifies lift curve characteristics of the variable valvemechanism 15 a and 15 b used for the embodiment. As shown in FIG. 2, thevariable valve mechanisms 15 a and 15 b of the embodiment control thevalve lift amount and the working angle of each inlet valve and eachoutlet valve, respectively. In this manner, each of the variable valvemechanisms 15 a and 15 b varies a time period for trapping the exhaustgas in the cylinder (hereafter referred to as a negative valve overlaptime period) to continuously control a mass of internal EGR.

In this case, it may be preferable to provide an electromagneticallydriven valve individually every each cylinder to continuously vary thenegative valve overlap time period every for each cylinder. However,according to such an arrangement, as increasing the number of cylindersfor a multicylinder engine, the costs of them greatly increase. Inconsideration of the above-mentioned problem of the costs, the presentembodiment provides another arrangement which is an apparatus comprisedof an inexpensive mechanism that can variably control the valve liftquantities and the working angles of the respective inlet valves andoutlet valves for all cylinders simultaneously. The arrangement cancontinuously vary the negative valve overlap quantity in accordance withoperational conditions and achieve the object of the invention. Thefollowing description is based on this arrangement.

FIG. 3A and FIG. 3B show an example of a fuel injection controltechnique according to the present embodiment. FIG. 3A shows arelationship between an opening-closing operation of the variable inletvalve and outlet valve in each cylinder and plural fuel injectiontimings (multiple injection times). FIG. 3B shows a relationship betweenthe first fuel injection quantity and the compression ignition timing.Since the embodiment uses the direct injection device, it is possible tofreely control air-fuel mixture states by variably injection timing inaccordance with operational conditions of the engine. As shown in FIG.3A, the fuel injection is divided into more than once. The firstinjection uses a technique of injecting fuel during a negative valveoverlap time period to radicalize part of the fuel. The negative valveoverlap time period is used for the compression ignition, and which is atime period where both the inlet valve and the outlet valve are closedbetween an exhaust stroke and an intake stroke, and in the time period,internal EGR, in which trapped burnt gas and the first injected fuel aremixed in the cylinder, is carried out. Incidentally, in this embodiment,as shown in FIG. 3A, the second injection is executed at the compressionstroke, and compression ignition occurs near compression TDC (top deadcenter). An injection rate is varied for each cylinder to suppresscombustion variations between cylinders. As shown in FIG. 3B, asincreasing the first injection rate with the total fuel injectionquantity unchanged, the radicalization of the fuel is promoted, so thatthe compression ignition timing advances.

FIG. 4 exemplifies injection characteristic changes when the injectorbecame deteriorated. Compared to the injector in “new”, the deterioratedinjector indicates a changed (decreased) injection quantity by(Qidle-Qidle′) for fuel injection pulse width Tidle during idling; andMinimunm Reliable fuel injection quantity Qmin′ (corresponding toMinimunm Reliable fuel injection pulse width Tmin′) for the deterioratedinjector increases compared to Minimunm Reliable fuel injection quantityQmin (corresponding to Minimunm Reliable fuel injection pulse widthTmin) for the injector in “new”. The increased Minimunm Reliable fuelinjection quantity due to deterioration greatly affects thecompression-ignited combustion that is requires the accurate fuelinjection control as mentioned above. Therefore, the compressionignition operation needs a countermeasure against the injectordeterioration.

The following specifically describes a control method for the enginecontroller according to the embodiment.

FIG. 5 shows a control flowchart for the ECU (controller) 1 ranging fromrecognition of injector deterioration to determination of a compressionignition operating range. At Step 501 s, the ECU 1 determines whether ornot a compression ignition operating permission flag is turned on. Thecompression ignition operating permission flag determines whether or nota compression ignition operation is permitted currently. Turning on thisflag permits the engine to perform the compression ignition operation.When the engine starts, the compression ignition operating permissionflag is off. When this flag is on, the ECU 1 already has finished thedeterioration recognition and the determination of a compressionignition range. In this time, the ECU 1 terminates this control flowwithout performing the deterioration recognition. When the compressionignition operating permission flag is off, the ECU 1 proceeds to Step502 s. At Step 502 s, the ECU 1 reads engine operating states such asengine speed Ne and accelerator opening α, and proceeds to Step 503 s.Based on information read at Step 502 s, the ECU 1 determines at Step503 s whether or not the engine 13 is idling. When it is determined atStep 503 s that the engine 13 is idling, the ECU 1 reads outputs fromthe air-fuel ratio sensor 12, the speed sensor 14, and the air flowsensor 7 at Step 504 s. At Step 505 s, based on the information read atStep 504 s, the ECU 1 calculates a current injection quantity (hereafterreferred to as Qidle′) per cycle. At Step 506 s, the ECU 1 calculates adifference (hereafter referred to as Δ Qidle) between calculated Qidle′and an injection quantity for the injector in “new” (this injectionquantity is hereafter referred to as Qidle). At Step 507 s, based on ΔQidle, the ECU 1 estimates a change (hereafter referred to as ΔQmin) forthe injector's Minimunm Reliable injected quantity. At Step 508 s, theECU 1 adds the estimated Δ Qmin to a Minimunm Reliable injected quantityfor the injector in “new” (hereafter referred to as Qmin) and estimatesa Minimunm Reliable injected quantity (hereafter referred to as Qmin′)to be defined newly. The process for recognizing the injector'sdeterioration states terminates at this step. Incidentally, when theabove-mentioned recognition (diagnosis) for the deterioration of theinjector is executed, if using injection characteristic informationpre-stored for individual injectors in “new” as injection informationQidle and Qmin, it is possible to diagnose the deterioration inconsideration for the unevenness on individual products of theinjectors.

The ECU 1 proceeds to steps of determining a compression ignitionoperating range based on the result of recognizing the injectordeterioration state. At Step 509 s, the ECU 1 determines whether or notthere is a change in the injector's Minimunm Reliable fuel injectionquantity (ΔQmin>0). When it is determined at Step 509 s that theMinimunm Reliable fuel injection quantity changes, the ECU 1 proceeds toStep 510 s. At Step 510 s, the ECU 1 compares Qmin′ estimated at Step508 s with the first injection quantity (hereafter referred to as Q_(ij)_(—) ₁) for the negative valve overlap operation and with the secondinjection quantity (hereafter referred to as Q_(ij) _(—) ₂) for thecompression stroke in a given compression ignition operating range(i,j), wherein i is the engine torque and j is the engine speed.Specifically, the ECU 1 determines whether or not Q_(ij) _(—) ₁ orQ_(ij) _(—) ₂ is smaller than Q_(min)′ (Q_(ij) _(—) ₁<Q_(min)′ or Q_(ij)_(—) ₂<Q_(min)′). At Step 511 s, the ECU 1 inhibits compression ignitionoperation in the compression ignition operating range (i,j) where Q_(ij)_(—) ₁ or Q_(ij) _(—) ₂ is assumed to be smaller than Q_(min)′ at Step501 s. That is, in this time, the ECU 1 determines to perform the sparkignition operation instead of the compression ignition operation. TheECU 1 repeats the above-mentioned calculation for all compressionignition operating ranges to determine a final compression ignitionrange.

The ECU 1 determines the compression ignition operation range from Steps509 s to 511 s and proceeds to Step 512 s. At Step 512 s, the ECU 1turns on the compression ignition operating permission flag. Until thiscontrol is provided, the ECU 1 does not perform the compression ignitionoperation but performs the spark ignition operation in all the operationrange. This makes it possible to prevent temporary knocking or misfireduring the compression ignition operation before this control isprovided.

The embodiment estimates Qmin′ by using air-fuel ratio A/F, intake airflow rate Qa, and engine speed Ne during idling. Further, it may bepreferable to estimate Minimunm Reliable fuel injection quantityQ_(min)′ for injector deterioration based on a variation rate of meaneffective pressure (COV of IMEP) according to the drawing indicationcalculated from the cylinder pressure during idling.

FIG. 6 exemplifies change of a compression ignition operation range withthe injector deterioration when the above-mentioned control is provided.In order to avoid knocking due to a rapid pressure increase, the fuelinjection rate (the quantity of the first injection) during the negativevalve overlap is decreased at a high load side of the compressionignition range with the total fuel injection quantity unchanged. Theignition timing is delayed at the top dead center or later to moderate apressure increase. Accordingly, the fuel injection quantity during thenegative valve overlap approximates to Qmin.

On the other hand, a low load side of the compression ignition rangepromotes the ignition to stabilize the combustion. In this case, thefuel injection rate (the quantity: the first injection) during thenegative valve overlap increases. But, in this case, since the totalfuel injection quantity is originally small, the fuel injection quantityalso approximates to Qmin for the injection during the negative valveoverlap or later.

It can be understood that the injector deterioration especially affectsthe high and low load sides of the compression ignition range. As shownin FIG. 6, when the Minimunm Reliable fuel injection quantity is Qmin′for the deterioration of the injector, the compression ignitionoperation is inhibited and instead the spark ignition operation isperformed in high load area (A) and low load area (a) where the fuelinjection becomes below Qmin′.

FIG. 7 exemplifies change of the compression ignition operation rangewhen the injector further degrades. The Minimunm Reliable fuel injectionquantity further increases to be Qmin″. The compression ignitionoperation is inhibited and instead the spark ignition operation isperformed in not only high load area (A) and low load area (a), but alsohigh load area (B) and low load area (b) where the compression ignitionoperation is allowed in FIG. 6.

The embodiment reduces the compression ignition range step-by-step inaccordance with the progress of the injector deterioration.

The above-mentioned controller recognizes the injector deteriorationstate during the spark-ignited combustion and predetermines acompression ignition range based on the deterioration result. Thisenables a stable compression ignition operation without causing knockingor misfire even when the injector becomes deteriorated. While there hasbeen described the example of the injector deterioration state, thedeterioration recognition based on the result of comparison betweeninitial information in “new” and information with the deterioration isalso applicable to the other actuators instead of the injector.Deterioration states according to this application are applicable notonly to deterioration with time (deterioration due to a product life),but also to recoverable deterioration (including a temporary change orerror in the performance or characteristics) such as temporary cloggingof the injector due to deposit adhesion.

FIG. 8 shows a second embodiment of the invention in terms of an enginesystem arrangement diagram when a result recognized by the injectordeterioration recognition section 2 is output to compression ignitioncondition setting section including fuel injection condition settingsection 4 and variable valve condition section 5. The fuel injectioncondition setting section 4 changes an injection quantity (fuelinjection rate) based on a deterioration recognized by the injectordeterioration recognition section 2. The variable valve mechanismcondition setting section 5 accordingly changes valve timings or valvelift quantities of the inlet valve and the outlet valve in each cylinderof the engine.

The following specifically describes a control method for the enginecontroller according to the embodiment.

FIG. 9 shows a control flowchart for the ECU (controller) 1 fromrecognition of injector deterioration to injection rate control andvariable valve control. Steps 901 s to 908 s of detecting the injectordeterioration (estimating Qmin′) are the same as the equivalent in thefirst embodiment.

At Step 909 s, the ECU 1 determines whether or not there is a change inthe Minimunm Reliable fuel injection quantity for the injector. When itis determined at Step 909 s that the Minimunm Reliable fuel injectionquantity changes, the ECU 1 proceeds to Step 910 s. At Step 910 s, theECU 1 compares Qmin′ estimated at Step 908 s with the first injectionquantity (hereafter referred to as Q_(ij) _(—) ₁) for the negative valveoverlap and with the second injection quantity (hereafter referred to asQ_(ij) _(—) ₂) for the compression stroke process in a given compressionignition range (i,j). Specifically, the ECU 1 determines whether or notQ_(ij) _(—) ₁ or Q_(ij) _(—) ₂ is smaller than Qmin′ (Q_(ij) _(—)₁<Qmin′ or Q_(ij) _(—) ₂<Qmin′). When it is determined at Step 910 sthat Q_(ij) _(—) ₁ or Q_(ij) _(—) ₂ is smaller than Qmin′, the ECU 1determines whether or not the operation area (i, j) is a low load area.When it is determined at Step 911 s that the operation area (i,j) is ahigh load area, the ECU 1 proceeds to Step 912 s. At Step 912 s, the ECU1 changes the fuel injection rate. For example, increasing Q_(ij) _(—) ₁to Qmin′ enables stable fuel injection. As shown in FIG. 3B, however,increasing Q_(ij) _(—) ₁ advances the compression ignition timing andforces a pressure increase rate to exceed an acceptable value, causing aproblem of knock vibration or noise. To solve this problem, at Step 913s, the ECU 1 delays the timing for closing the inlet valve and decreasesthe effective compression ratio. This decreases the temperature in thecylinder, delays the ignition timing, and moderates an increase in thepressure. Though not shown at Step 913 s, the embodiment may delay theignition timing by delaying the timing for closing the outlet valve anddecreasing the mass of internal EGR. When it is determined at Step 911 sthat the operation area (i,j) is a low load area, the ECU 1 proceeds toStep 914 s. At Step 914 s, the ECU 1 changes the fuel injection rate. Inthe low load area, since the total injector quantity is originallysmall, increasing Qmin may disable the two-time injection itself. Toenable the stable fuel injection, for example, Q_(ij) _(—) ₂ is set to 0and the entire fuel is injected at the first injection. As mentionedabove, changing the fuel injection rate advances the ignition timing anddisables the optimum ignition timing. The thermal efficiency and thecombustion stability degrade. As a solution, at Step 915 s, the ECU 1delays the timing for closing the outlet valve and decreases the mass ofinternal EGR to decrease the temperature in the cylinder. This enablesan optimal ignition timing and ensures the thermal efficiency and thecombustion stability. At Step 915 s, though not shown in the flowchartaccording to the embodiment, the ECU 1 may set Q_(ij) _(—) ₁ to 0 toinject the entire fuel at the second injection and ensure the stablefuel injection. At Step 916 s, the ECU 1 may advance the timing forclosing the outlet valve and increase the mass of internal EGR to cancelthe compression ignition timing delay due to the change. The ECU 1repeats the above-mentioned calculation for all compression ignitionrange and proceeds to Step 916 s. The compression ignition enabling flagturns on to complete the sequence of the control steps.

FIG. 10 exemplifies compression-ignited combustion states of the highload area in accordance with the fuel injection quantity change methodand the variable valve mechanism control method described so far afterthe injector deterioration recognition. As shown in FIG. 10A, theinjector in “new” is capable of stable combustion. When the injectordeteriorates as shown in FIG. 10B, unstabled fuel injection increases avariation between combustion cycles, disabling a stable compressionignition operation. FIG. 10C is an example of changing only the fuelinjection quantity when the injector deteriorates. Changing the fuelinjection quantity stabilizes the fuel injection. However, the injectionquantity increases during the negative valve overlap time period and theignition timing advances to cause knocking. FIG. 10D shows a combustionstate after changing the fuel injection quantity and the valve timing asshown in FIG. 9. The timing for closing the inlet valve is delayed todecrease the effective compression ratio and decrease the temperature inthe cylinder being compressed. This cancels the effect of advancing thecompression ignition timing due to a fuel injection quantity change andensures an optimal ignition timing. Accordingly, a stable compressionignition operation becomes available even when the injector degrades.

FIG. 11 exemplifies combustion states of the low load area in accordancewith the fuel injection quantity change method and the variable valvecontrol method described so far after the injector deteriorationrecognition. As shown in FIG. 11A, a injector in “new” is capable ofexecuting stable combustion. When the injector deteriorates as shown inFIG. 11B, similarly to the high load area, unstabled fuel injectionincreases a variation between combustion cycles, disabling a stablecompression ignition operation. FIG. 11C is an example of changing onlythe fuel injection quantity when the injector degrades. Changing thefuel injection quantity stabilizes the fuel injection. However, the fuelinjection quantity increases during the negative valve overlap periodand the ignition timing occurs too early, disabling a highly efficientoperation. FIG. 11D shows a combustion state after changing the fuelinjection quantity and the valve timing as shown in FIG. 9. The timingfor closing the outlet valve is delayed to decrease the mass of internalEGR and decrease the temperature in the cylinder being compressed. Thiscancels the effect of advancing the ignition timing due to a fuelinjection quantity change and ensures an optimal ignition timing.Accordingly, a highly efficient compression ignition operation becomesavailable even when the injector deteriorates.

As mentioned above, the embodiment first changes the fuel injection rateupon recognition (detection) of the injector deterioration and thencontrols the variable valve to correct a combustion state variation dueto that change. It is possible to realize a highly efficient and stablecompression ignition operation without reducing the compression ignitionrange even when the injector deteriorates.

As the first embodiment, it has been described the control means forreducing the compression ignition range when the injector deteriorates.As the second embodiment, it has been described the control means forchanging operational conditions including the fuel injection conditionand the variable valve condition for the compression-ignited combustion.It is also possible to reduce the compression ignition range or changeoperational conditions depending on the injector's deterioration states.The fuel injection quantity correction can cause a swirl flow or atumble flow to be controlled for the fuel injection condition, the swirlcontrol valve condition, or the tumble control valve condition. Whenthese flows increase, it is also possible to control the temperature inthe combustion chamber and the compression ignition by making thecombustion stratified or lean, adjusting intake throttle conditions, orcontrolling the succeeding conditions. Any of the above-mentionedoperational conditions and a combination of these can contribute to thecontrol over the compression combustion.

1. An engine controller which controls an actuator for selectivelyexecuting spark-ignited combustion and compression-ignited combustion ofan internal combustion engine in accordance with an engine operationalstate, comprising: a deterioration recognition section for recognizing adeterioration state of said engine or said actuator during saidspark-ignited combustion, wherein said engine controller is configuredto reduce an operational range for executing said compression-ignitedcombustion, during said spark-ignited combustion, in accordance withsaid deterioration state of said engine or said actuator recognized bysaid deterioration recognition section.
 2. The engine controlleraccording to claim 1, wherein the deterioration recognition section usesa signal from at least one of an air-fuel ratio sensor, an O₂ sensor, acylinder pressure sensor, an ion current sensor, an engine speed sensor,a vibration sensor, and an air flow sensor in said engine to recognizesaid deterioration state.
 3. The engine controller according to claim 1,wherein said deterioration recognition section is configured to executerecognition for said deterioration state of said engine or said actuatorwhen said engine is idling.
 4. The engine controller according to anyone of claim 1, wherein said deterioration recognition sectionrecognizes said deterioration state when the engine controller startsand spark-ignited combustion is available before initiation ofcompression ignition.
 5. The engine controller according to claim 1,wherein said actuator is a fuel injection valve; said operationalcondition for said compression-ignited combustion is a minimum reliablefuel injection quantity of said injection valve; and said enginecontroller is further configured to correct said minimum reliable fuelinjection quantity in accordance with a deterioration state of said fuelinjection valve and to inhibit said compression-ignited combustion in apart of a compression ignition range: the part where a fuel injectionquantity becomes smaller than said corrected minimum reliable fuelinjection quantity.
 6. The engine controller according to claim 1wherein a system for said fuel injection valve includes a characteristicstoring section for pre-storing an individual injection characteristicby itself; and wherein said deterioration recognition section usesindividual injection characteristic information stored in saidcharacteristic storing section as a reference value for saiddeterioration recognition.